Discussion related to NYAR operations on Long Island. Official web site can be found here: www.anacostia.com/nyar/nyar.html. Also includes discussion related to NYNJ Rail, the carfloat operation successor to New York Cross Harbor that connects with NYAR.

When NY&A trains have units at both ends of the train, are the trailing units being remote controlled, by "distributed power" or some similar scheme? Or do they just coast until one of the crew goes back to run it?

The second unit trailing allows switching both facing and trailing point switches when running with the current of trafficon the 2 track mainlines,and is an insurance policy of getting back to Fresh Pond yard as a working cab signal equipped trainif the ASC/Cab signal craps out on 1 of the units while on the road.

Backshophoss wrote:The second unit trailing allows switching both facing and trailing point switches when running with the current of trafficon the 2 track mainlines,and is an insurance policy of getting back to Fresh Pond yard as a working cab signal equipped trainif the ASC/Cab signal craps out on 1 of the units while on the road.

The only way it could be providing traction is if another engineer was operating from that end to give an additional push. One night we were sent up on the Port Jeff during leaf season after a work train went up to power wash the rails. (This was done for awhile in addition to using sandite.) The power washing solution made it slipperier than the leaf residue before it dried, so another qualified crew member was sent to the rear to help push.